1985/08/01 Systems Operation (SENR7729-01)

SMCS -

Introduction
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NOTE: For Specifications with illustrations, make reference to SPECIFICATIONS for 3408 & 3408B
INDUSTRIAL AND MARINE ENGINE ATTACHMENTS, Form No. SENR7725. If the Specifications in Form

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SENR7725 are not the same as in the Systems Operation and the Testing and Adjusting, look at the
printing date on the back cover of each book. Use the Specifications given in the book with the latest date.

Fuel System 5
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CONTROL LEVER IN "FLOW BOTH" POSITION

The duplex fuel filter system makes it possible to change filter elements when the engine is in operation
without a shutdown.

When the fuel pressure gauge indicator is in the RED range, the fuel filters must be changed.

The steps that follow give instructions for the operation of the duplex fuel system.
1. With lever at "AUX. RUN" position, start engine. Left gauge should indicated full pressure. Right gauge
should indicate no pressure.

2. With lever at "LH FLOW - RH FILL" position, left gauge should indicate full pressure. Within five
minutes running, the right gauge should indicate a very small amount of pressure.

3. With lever at "FLOW BOTH" position, both gauges should indicate full pressure. Look for leaks.

4. With lever at "RH FLOW - LH FILL" position, left gauge should indicate a very small amount of
pressure. Right gauge should indicate full pressure.

5. With lever at "MAIN RUN" position, left gauge should indicate no pressure. Right gauge should indicate
full pressure.

6. The lever should be in the "MAIN RUN" position for normal operation.

Governor Air Actuator

AIR ACTUATOR
1. Actuator.
Governor air actuator (1) gives remote control of engine rpm. Air pressure through orifice (2) controls the
movement of plunger (3) and rod (5) against spring (4). Rod (5) is connected to the terminal shaft of the
governor by linkage. An increase in air pressure moves the rod out to increase rpm. Spring (6) permits the
manual control lever to move the terminal shaft instead of the actuator. The diaphragm can be inspected
or replaced without a change to the high or low idle speed of the engine.
AIR ACTUATORS
2. Orifice. 3. Plunger. 4. Spring. 5. Rod. 6. Spring.

Wiring Diagrams
Many types of electrical systems are available for these engines. Some charging systems use an
alternator and a regulator in the wiring circuit. Others have the regulator inside the alternator.

A fuel or oil pressure switch is used in all systems with an external regulator. The switch prevents current
discharge (field excitation) to alternator from the battery when the engine is not in operation. In systems
where the regulator is part of the alternator, the transistor circuit prevents current discharge to the
alternator and the fuel or oil pressure switch is not required.

All wiring schematics are usable with 12, 24, 30 or 32 volts unless the title gives a specific description.

NOTE: Wire and cable shown dotted on wiring diagrams is to be supplied by customer. The chart that
follows gives the correct wire sizes and color codes. The abbreviations given below are used with the
wiring diagrams in this section.
Abbreviations

Grounded Electrical Systems

These systems are used in applications when it is not necessary to prevent radio distortion and/or
chemical changes (electrolysis) of grounded components.
(Regulator Inside Alternator)

CHARGING SYSTEM
1. Ammeter. 2. Alternator. 3. Battery.
CHARGING SYSTEM WITH ELECTRIC STARTER MOTOR
1. Start switch. 2. Ammeter. 3. Alternator. 4. Battery. 5. Starter motor.

(Regulator Separate From Alternator)

CHARGING SYSTEM
1. Ammeter. 2. Regulator. 3. Pressure switch (N.O.). 4. Resistor (used with 30 and 32V systems). 5. Battery. 6. Alternator.

CHARGING SYSTEM WITH ELECTRIC STARTER MOTOR

1. Start switch. 2. Ammeter. 3. Regulator. 4. Resistor (for 30 and 32V systems). 5. Battery. 6. Starter motor. 7. Pressure switch
(N.O.). 8. Alternator.

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CHARGING SYSTEM WITH TWO ELECTRIC STARTER MOTORS
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1. Magnetic switch. 2. Start switch. 3. Ammeter. 4. Regulator. 5. Resistor (for 30 and 32V systems). 6. Battery. 7. Starter motors. 8.
Pressure switch (N.O.). 9. Alternator.
The following diagrams are for use only when an alternator or charging generator is not used in the engine
electrical system.
SYSTEM WITH ONE STARTER MOTOR
1. Start switch. 2. Starter motor. 3. Battery.
SYSTEMS WITH TWO STARTER MOTORS
1. Start switch. 2. Magnetic switch. 3. Battery. 4. Starter motors.

Insulated Electrical Systems

These systems are most often used in applications where radio interference is not desired or where
conditions are such that grounded components will have corrosion from chemical change (electrolysis).

(Regulator Inside Alternator)

CHARGING SYSTEM
1. Ammeter. 2. Alternator. 3. Battery.
CHARGING SYSTEM WITH ELECTRIC STARTER MOTOR
1. Start switch. 2. Ammeter. 3. Alternator. 4. Battery. 5. Starter motor.

(Regulator Separate From Alternator)

CHARGING SYSTEM
1. Ammeter. 2. Regulator. 3. Pressure switch (N.O.). 4. Resistor (used with 30 and 32V systems). 5. Battery. 6. Alternator.

CHARGING SYSTEM WITH ELECTRIC STARTER MOTOR

1. Start switch. 2. Ammeter. 3. Regulator. 4. Resistor (for 30 and 32V systems). 5. Battery. 6. Starter motor. 7. Pressure switch
(N.O.). 8. Alternator.

CHARGING SYSTEM WITH TWO ELECTRIC STARTER MOTORS

1. Magnetic switch. 2. Start switch. 3. Ammeter. 4. Regulator. 5. Resistor (for 30 and 32V systems). 6. Battery. 7. Starter motors. 8.
Pressure switch (N.O.). 9. Alternator.
The following diagrams are for use only when an alternator or charging generator is not used in the engine
electrical system.
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SYSTEM WITH ONE STARTER MOTOR

1. Start switch. 2. Starter motor. 3. Battery.
SYSTEM WITH TWO STARTER MOTORS
1. Start switch. 2. Magnetic switch. 3. Battery. 4. Starter motors.

Electric Tachometer Wiring

WIRING DIAGRAMS
1. Magnetic pickup.

2. Terminal Connections - terminals 18 and 19 on load sharing governor control and terminals 7 and 8 on standby governor
control.

3. Tachometer.

4. Ground connection - governor control chassis ground.

5. Governor control terminal strip.

6. Wiring connections - for second tachometer circuit if needed.

7. All wire must be 22AWG shielded cable or larger.

8. Dual speed switch terminal strip.
9. Ground connection - ground to engine.

Automatic Start/Stop System - (Non-Package

Generator Sets)

AUTOMATIC START/STOP SYSTEM SCHEMATIC (Hydraulic Governor)

1. Starter motor and solenoid. 2. Shutoff solenoid. 3. Fuel pressure switch. 4. Water temperature switch. 5. Oil pressure switch. 6.
Overspeed contactor. 7. Battery. 8. Low lubricating oil pressure light (OPL). 9. Overcrank light (OCL). 10. Overspeed light (OSL).
11. High water temperature light (WTL). 12. Automatic control switch (ACS).
An automatic start/stop system is used when a standby electric set has to give power to a system if the
normal (commercial) power supply has a failure. There are three main sections in the system. They are:
the automatic transfer switch, the start/stop control panel (part of switch gear) and the electric set.

Automatic Transfer Switch

The automatic transfer switch normally connects the 3-phase normal (commercial) power supply to the
load. When the commercial power supply has a failure the switch will transfer the load to the standby
electric set. The transfer switch will not transfer the load from commercial to emergency power until the
emergency power gets to the rated voltage and frequency. The reason for this is, the solenoid that causes
the transfer of power operates on the voltage from the standby electric set. When the normal power
returns to the rated voltage and frequency and the time delay (if so equipped) is over, the transfer switch
will return the load to the normal power supply.
AUTOMATIC TRANSFER SWITCH (ATS)
1. E1, E2 and E3 input to ATS from emergency source.

2. N1, N2 and N3 input to ATS from normal source.

3. T1, T2 and T3 output from ATS to the load.

4. Transfer mechanism.

AUTOMATIC START/STOP SYSTEM SCHEMATIC (2301 Control System)

1. Magnetic pickup. 2. Starter motor and solenoid. 4. Oil pressure switch 1 (OPS1). 5. Water temperature switch. 7. Overspeed
switch. 8. Battery. 9. Low lubricating oil pressure light (OPL). 10. Overcrank light (OCL). 11. Overspeed light (OSL). 12. High water
temperature light (WTL). 13. Automatic control switch (ACS). 14. EG-3P Actuator. 15. 2301 Control Box. 16. Oil pressure switch 2
(OPS2).

Control Panel
The main function of the control panel is to control the start and shutoff of the engine.
AUTOMATIC START/STOP CONTROL PANEL
1. Overcrank light (OCL). 2. Low lubricating oil pressure light (OPL). 3. Overspeed light (OSL). 4. Automatic control switch (ACS).
5. High water temperature light (WTL).
The engine control on the automatic start/stop control panel is an automatic control switch (ACS) with four
positions. The positions of switch (4) are: OFF/RESET, AUTO, MAN and STOP. Each light (1), (2), (3) and
(5) goes ON only when a not normal condition in the engine stops the engine. The light for the condition in
the engine that stopped the engine is ON even after the engine has stopped. Switch (4) must be moved to
the OFF/RESET position for the light to go OFF. Each light will go ON, for a light test, when the light is
pushed in and held in.

When the generator is to be used as a standby electric power unit, the automatic control switch is put in
the AUTO position. Now, if the normal (commercial) electric power stops, the engine starts and the
generator takes the electric load automatically. When the normal (commercial) electric power is ON again,
for the electric load, the circuit breaker for the generator electric power automatically opens and the
generator goes off the electric load. After the circuit breaker for the generator opens, the engine
automatically stops.

When the automatic control switch (ACS) is moved to the MAN position, the engine starts. It is now
necessary for the circuit breaker for the generator electric power to be closed manually. If the generator is
a standby electric power unit and the automatic control switch (ACS) is in the MAN position when normal
(commercial) electric power is ON again, the generator circuit breaker opens and the engine stops
automatically the same as when the switch (ACS) is in the AUTO position.

The engine will stop with the automatic control switch (ACS) in either the AUTO or MAN positions if there
is a not normal condition in the engine. The not normal condition in the engine that can stop the engine is
either low lubricating oil pressure, high engine coolant (water) temperature or engine overspeed (too much
rpm). When any of these conditions stops the engine, the light for the not normal condition will stay ON
after the engine is stopped. The fourth not normal condition light is ON only when the starter motor runs
the amount of seconds for the overcrank timer (engine does not start).

Move the automatic control switch (ACS) to the OFF/RESET position and the not normal condition lights
go OFF.

Electric Set
The components of the electric set are: the engine, the generator, the starter motor, the battery, the shutoff
solenoid and signal switches on the engine. The electric set gives emergency power to drive the load.

An explanation of each of the signal components is given in separate topics.

Wiring Diagrams
The following wiring diagrams are complete to show the connections of the automatic start/stop
components with the engine terminal strip (TS1). The diagrams show all available options for both the
hydraulic governor application and the 2301 Control System application.

For a more complete explanation of operation of the automatic start/stop system, refer to Floor Standing
Switchgear Form No. SENR7970.

Automatic Start/Stop Wiring

COMPONENT ABBREVIATIONS
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CONTROL PANEL WIRING SCHEMATIC

Automatic Start/Stop Wiring For Non-Package Generator

Set (Used With Hydramechanical or Woodward PSG
Governors)
For wire sizes and color codes see the chart at the front of Wiring Diagrams section.

Wires and cables shown in dotted lines are customer supplied wiring.
STARTING SYSTEM WITH ONE STARTER MOTOR
1. Magnetic switch. 2. Circuit breaker. 3. Starter motor. 4. Battery. 5. Circuit breaker. 6. Terminal strip (on engine).
STARTING SYSTEM WITH TWO STARTER MOTORS
1. Magnetic switch. 2. Circuit breaker. 3. Battery. 4. Starter motor. 5. Circuit breaker. 6. Terminal strip (on engine).
DUAL SPEED SWITCH
7. Magnetic pickup. 8. Dual speed switch. 9. Time delay relay. 10. Oil pressure switch. 11. Governor synchronizing motor. 12.
Water temperature switch.

SHUTOFF SOLENOIDS
13. Circuit breaker. 14. Rack shutoff solenoid. 15. Circuit breaker. 16. Air shutoff solenoids. 17. Diode.

AUTOMATIC START/STOP SYSTEM SCHEMATIC

Automatic Start/Stop Wiring For Non-Package Generator

Set (Used With Woodward 2301 Governor)
For wire sizes and color codes see the chart at the front of Wiring Diagrams section.

Wires and cable shown in dotted lines are customer supplied wiring.
STARTING SYSTEM WITH ONE STARTER MOTOR
1. Magnetic switch. 2. Circuit breaker. 3. Starter motor. 4. Battery. 5. Circuit breaker. 6. Terminal strip.
STARTING SYSTEM WITH TWO STARTER MOTORS
1. Magnetic switch. 2. Circuit breaker. 3. Starter motor. 4. Battery. 5. Circuit breaker. 6. Terminal strip.
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SYSTEM COMPONENTS
7. Oil pressure contactor. 8. Dual speed switch. 9. Governor actuator. 10. Time delay relay. 11. Magnetic pickup. 12. Oil pressure
switch. 13. Water temperature switch.
NOTE A: For standby operation - magnetic pickup (MP) and oil pressure contactor (OPS) must be wired to
governor control with two conductor shielded cable (Beldon Mfg. Co. type 8780 or equivalent). (MP)
should be connected to terminals 7 and 8 on governor control assembly and (OPS) should be connected
to terminals 9 and 10 on governor control assembly. Shields should be grounded at governor control
grounding stud. Individual shields should not have multiple ground connections. Magnetic pickup from
governor control assembly is not needed. Use magnetic pickup from speed switch group. Wire from
magnetic pickup to (DSS). Then wire from (DSS) to governor control assembly using two conductor shield
cable - terminal 4 on (DSS) to terminal 8 on governor control assembly, terminal 3 on (DSS) to terminal 7
on governor control assembly. Remove (MP) shield from terminal 2 on DSS and connect to shield on
governor cable, ground the shield at the governor control assembly ground stud. The (DSS) may be
installed physically near the governor control assembly if desired.

NOTE B: For load sharing operation - magnetic pickup (MP) and oil pressure contactor (OPS) must be
wired to governor control with two conductor shielded cable (Beldon Mfg. Co. type 8780 or equivalent).
(MP) should be connected to terminals 18 and 19 on governor control assembly and (OPS) should be
connected to terminals 14 and 15 on governor control assembly. Shields should be grounded at governor
control assembly grounding stud. Individual shields should not have multiple ground connections.
Magnetic pickup (MP) from governor control assembly is not needed. Use (MP) from speed switch group.
Wire from (MP) to (DSS). Then wire from (DSS) to governor control assembly using two conductor
shielded cable - terminal 4 on (DSS) to terminal 19 on governor control assembly, terminal 3 on (DSS) to
terminal 18 on governor control assembly. Remove (MP) shield from terminal 2 (DSS) and connect to
shield on governor cable. Ground the shield at the governor control assembly grounding stud. The (DSS)
may be installed physically near the governor control assembly if desired.
AUTOMATIC START/STOP SYSTEM SCHEMATIC

Electric Shutoff And Alarm Systems

Introduction
There are three types of electrical protection systems available for the engines.

1. Water Temperature and Oil Pressure Protection.

2. Water Temperature, Oil Pressure and Overspeed Protection.
3. Automatic Start Stop Systems.
a. Package Generator Set.
b. Non-Package Generator Set.

For more information on Automatic Start/Stop Systems on Package Generator Sets see the Generator
and Switchgear sections of the complete Service Manual.

The electric shut-off system is designed to give protection to the engine if there is a problem or a failure in
any of the different engine systems. The engine systems that are monitored are: engine overspeed, starter
motor crank terminate, engine oil pressure and engine coolant temperature.

The electric protection system consists of the electronic speed switch and time delay relay. This system
monitors the engine from starting through rated speed.

Dual Speed Switch (DSS) - The speed switch has controls (in a single unit) to monitor engine overspeed
and crank terminate speed.

Engine Overspeed - An adjustable engine speed setting (normally 118% of rated speed) that gives
protection to the engine from damage if the engine runs too fast. This condition will cause a switch to
close that shuts off the fuel to the engine.

Crank Terminate (Starter Motor) - An adjustable engine speed setting that gives protection to the starter
motor from damage by overspeed. This condition will cause a switch to open that stops current flow to
starter motor circuit, and the starter motor pinion gear will then disengage from engine flywheel ring gear.
The crank terminate can also be used to activate the time delay relay.

Time Delay Relay - This relay has special ON/OFF switches with two controls that will either make the
relay activate immediately, or after a 9 second delay. The time delay relay is used to arm the shutdown
system. The time delay relay has a 70 second delay to be sure of complete engine shutdown.

Water Temperature Contactor Switch - This contactor switch is a separate unit that is wired into the
shutdown circuit. It has an element that feels the temperature of the coolant (it must be in contact with the
coolant). When the engine coolant temperature becomes too high, the switch closes to cause the fuel to
be shut off to the engine. The switch is installed in the front end of the L.H. cylinder head.

Engine Oil Pressure Switch - On earlier engines this switch is installed in the junction block for the oil
pressure gauge sending unit and alternator disconnect switch on the left side of the cylinder block. On
later engines, this switch is installed in the wiring harness junction box. The oil pressure switch is used to
determine low engine oil pressure and to activate the time delay relay.

Wiring Diagrams - Abbreviations, wire codes and recommended wire sizes, used with the wiring
diagrams that follow, can be found at the front of the WIRING DIAGRAMS SECTION.

The notes that follow are used with the wiring diagrams shown in this section.
CUSTOMER TO FURNISH BATTERY AND ALL WIRES SHOWN DOTTED

NOTE A: Optional ground to engine may be used with grounded systems only.

NOTE B: These leads terminate at the starter motor and must be omitted when there is no starter motor.
In this case customer must provide DC power at the other termination point of these two leads.

NOTE C: If 2301 Governor is used, only one magnetic pickup is required. Use magnetic pickup from
overspeed group. Wire magnetic pickup to speed switch. Then wire from speed switch to the 2301
Governor. The speed switch may be installed physically near the 2301 if desired.

NOTE D: Electronic dual speed switch and electronic time delay relay can be wired to battery power
continuously since the system will draw less than 40 MA current when the engine is not running.

NOTE E: If required, customer is to supply (RNS) Remote Normal Shutdown Switch. Requires a single
pole N.O. switch with a minimum contact rating of 5 amps inductive at the charging system voltage. Can
be a latching switch if customer prefers. Shuts off engine fuel when activated.

NOTE F: If required, customer is to supply (RESS) Remote Emergency Shutdown Switch. Requires a
single pole N.O. switch with a minimum contact rating of 5 amps inductive at the charging system voltage.
Can be latching switch if customer prefers. Shuts off engine air and fuel when activated. This shut-off
mode must not be used for normal engine shutdown.

Water Temperature And Oil Pressure Shutoff System (With

Time Delay Relay)
WIRING DIAGRAM (Fuel Shutoff Solenoid Energized to Shutoff)
1. Time delay relay. 2. Oil pressure switch. 3. Water temperature switch. 4. Switch (N.O.). 5. Circuit breaker. 6. Shutdown relay. 7.
Battery. 8. Diode assembly. 9. Shutoff solenoid. 10. Starter motor.
When the engine starts, engine oil pressure will close the N.O. switch and open the N.C. switch in oil
pressure switch (2). This completes the circuit to time delay relay (1). N.O. switch (4) in the time delay
relay now closes and completes the circuit between shutdown relay (6) and terminal TD-7 of the time
delay relay.

If the engine coolant temperature goes above the setting of water temperature switch (3), the N.O.
contacts will close. This lets current flow through water temperature switch (3) and through switch (4) to
activate shutdown relay (6) which in turn activates fuel shutoff solenoid (9). When the engine stops,
engine oil pressure will become less than the setting of the oil pressure switch. The N.O. switch will open
and stop the flow of current to the time delay relay. This will start the time delay relay timer. After 70
seconds, switch (4) will open to stop current flow through shutdown relay (6). Now, fuel shutoff solenoid
(9) will no longer be activated.

If engine oil pressure gets less than the setting of the oil pressure switch, the N.C. switch will close. This
will let current flow through switch (4) to activate shutdown relay (6) which in turn activates fuel shutoff
solenoid (9). The N.O. switch will open and start the time delay relay timer. After 70 seconds, switch (4)
will open to stop current flow through shutdown relay (6). Now, fuel shutoff solenoid (9) will no longer be
activated.
 NOTICE

To help prevent damage to the engine, find and correct the

problem that caused the engine to shutdown before the engine
is started again.

Water Temperature, Oil Pressure And Electronic

Overspeed Shutoff System (With Time Delay Relay)

WIRING DIAGRAM (Fuel Shutoff Solenoid Energized to Shutoff)

1. Magnetic pickup. 2. Dual speed switch. 3. Overspeed switch. 4. Crank terminate switch. 5. Water temperature switch. 6. Oil
pressure switch. 7. Time delay relay. 8. Switch (N.O.). 9. Shutdown relay. 10. Battery. 11. Diode assembly. 12. Shutoff solenoid. 13.
Starter motor.
The engine speed is felt by magnetic pickup (1). As the teeth of the flywheel go through the magnetic lines
of force around the pickup, an AC voltage is made. Dual speed switch (2) measures engine speed from
the frequency of the voltage.

Time delay relay (7) controls the operation of shutdown relay (9), which in turn, controls the operation of
fuel shutoff solenoid (12). Time delay relay (7) will keep the fuel shutoff solenoid energized for 70 seconds
after a fault condition. This prevents the engine from being started again before the flywheel has stopped
rotation.

When the engine starts and gets to a speed just above cranking speed, the normally open contacts of
crank terminate switch (4) [which is part of dual speed switch (2)] will close. This will complete the circuit
to time delay relay (7) through terminal TD-2. In approximately 9 seconds N.O. switch (8) in time delay
relay (7) will close and complete the circuit between shutdown relay (9) and terminal TD-7 of the time
delay relay. If the engine oil pressure has not activated oil pressure switch (6) by 9 seconds, current will
flow through the N.C. switch in the oil pressure switch and through the now closed N.O. switch (8) to
activate shutdown relay (9) which in turn activates fuel shutoff solenoid (12). If engine oil pressure
activates oil pressure switch (6), the N.O. switch will close and the N.C. switch will open. This will let
current flow to terminal TD-1 of the time delay relay and immediately close N.O. switch (8). At the same
time the N.C. switch in the oil pressure switch will open and prevent current flow to switch (8).

If the engine speed increases above the overspeed setting (118% of rated speed) of the dual speed
switch, the overspeed switch (part of the dual speed switch) will close across terminals DSS-7 and DSS-8.
This completes the circuit to shutdown relay (6) through the now closed switch (8) at terminal TD-7.
Shutdown relay (9) is activated and in turn activates fuel shutoff solenoid (12) to cause the engine to
shutdown.

When the engine speed gets less than the cranking speed setting, switch (4) opens. This stops the flow of
current to terminal TD-2 of the time delay relay. When the engine stops, engine oil pressure will become
less than the setting of the oil pressure switch. The N.O. switch will open and stop the flow of current to
terminal TD-1 of the time delay relay. This will start the time delay relay timer. After 70 seconds, switch (8)
will open and stop current flow to shutdown relay (9) and fuel shutoff solenoid (12) will no longer be
activated.

NOTICE

To help prevent damage to the engine, find and correct the

problem that caused the engine to overspeed before the engine
is started again.

After an overspeed shutdown, a button on the dual speed switch must be pushed to open the overspeed
switch before the engine will run.
When the engine has been started and is running, the time delay relay will close switch (8). If the engine
coolant temperature goes above the setting of water temperature switch (5), the N.O. contacts will close.
This lets current flow through the water temperature switch and through switch (8) to activate shutdown

PPI
relay (9) and in turn activates fuel shutoff solenoid (12).

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When the engine speed gets less than the cranking speed setting, switch (4) opens. This stops the flow of

3 A
current to terminal TD-2 of the time delay relay. When the engine stops, engine oil pressure will become

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less than the setting of the oil pressure switch. The N.O. switch will open and stop the the flow of current

5
to terminal TD-1 of the time delay relay. This will start the time delay relay timer. After 70 seconds, switch

SEN 3:10- 6
(8) will open and stop current flow to shutdown relay (9) and fuel shutoff solenoid (12) will no longer be
activated.

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is started again.
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When the engine has been started and is running, the time delay relay will close switch (8). If the engine
oil pressure gets less than the setting of oil pressure switch (6), the N.C. switch will close. This will let
current flow through switch (8) to activate shutdown relay (9) and in turn activates fuel shutoff solenoid
(12). The N.O. switch will also open and stop current flow to terminal TD-1 of the time delay relay. When
the engine speed gets less than the cranking speed setting, switch (4) opens. This stops the flow of
current to terminal TD-2 of the time delay relay and starts the time delay relay timer. After 70 seconds,
switch (8) will open and stop current flow to shutdown relay (9) and fuel shutoff solenoid (12) will no longer
be activated.

NOTICE

To help prevent damage to the engine, find and correct the

cause for low engine oil pressure before the engine is started
again.

Water Temperature, Oil Pressure And Electronic

Overspeed With Air Shutoff (With Time Delay Relay)
WIRING DIAGRAM (Fuel Shutoff Solenoid Energized to Shutoff)
1. Magnetic pickup. 2. Dual speed switch. 3. Overspeed switch. 4. Crank terminate switch. 5. Water temperature switch. 6. Oil
pressure switch. 7. Time delay relay. 8. Switch (N.O.). 9. Fuel shutdown relay. 10. Diode. 11. Air shutdown relay. 12. Fuel shutoff
solenoid. 13. Air shutoff solenoid. 14. Starter motor. 15. Battery.
This system gives high water temperature, low oil pressure and overspeed protection. The air inlet shutoff
system is used with fuel shutoff system to give overspeed protection to the engine and is activated only by
an overspeed condition. The air inlet shutoff system consists of diode (10), shutdown relay (11), solenoid
(13) and a shutoff valve. The location of the shutoff valve and shutoff solenoid is in the air inlet pipe to the
engine. Engines with two turbochargers have two shutoff valves and solenoids.

When an engine has an overspeed condition the air shutoff shutdown relay (11) is activated by the same
signal from time delay relay (7) that activates fuel shutdown relay (9).
See WATER TEMPERATURE, OIL PRESSURE AND ELECTRONIC OVERSPEED SHUTOFF SYSTEM
for more details of the systems operation.

After an overspeed condition, a reset button on the dual speed switch must be pushed to open the
overspeed switch and the air inlet shutoff valves must be manually reset before the engine will run.

NOTICE

To help prevent damage to the engine, find and correct the

problem that caused the engine to shutdown, before the engine
is started again.

Diode (10) keeps the air shutoff solenoid circuit separate from the fuel shutoff circuit. This lets a manual
shutdown switch be connected to fuel shutdown relay (9) and does not activate air shutdown relay (11)
when the switch is closed to manually shutdown the engine.

Electronic Overspeed Shutoff System (With Time Delay

Relay)
WIRING DIAGRAM (Fuel Shutoff Solenoid Energized to Shutoff)
1. Magnetic pickup. 2. Crank terminate switch. 3. Dual speed switch. 4. Time delay relay. 5. Switch (N.O.). 6. Shutdown relay. 7.
Battery. 8. Diode assembly. 9. Shutoff solenoid. 10. Starter motor.
The engine speed is felt by magnetic pickup (1). As the teeth of the flywheel go through the magnetic lines
of force around the pickup, an AC voltage is made. Dual speed switch (3) measures engine speed from
the frequency of this AC voltage.

Time delay relay (4) controls the operation of shutdown relay (6), which in turn, controls the operation of
fuel shutoff solenoid (9). Time delay relay (4) will keep the fuel shutoff solenoid energized for 70 seconds
after a fault condition. This prevents the engine from being started again before the flywheel has stopped
rotation.

When the engine starts and gets to a speed just above cranking speed, the normally open contacts of
crank terminate switch (2) [which is part of dual speed switch (3)] will close. This will complete the circuit
to time delay relay (4) through terminal TD-1. Normally open switch (5) in time delay relay (4) now closes
and completes the circuit between shutdown relay (6) and terminal TD-7.
If the engine speed increases above the overspeed setting (118% of rated speed) of the dual speed
switch, the overspeed switch (part of the dual speed switch) will close across terminals DSS-7 and DSS-8.
This completes the circuit to shutdown relay (6) through the now closed switch (5) at terminal TD-7.
Shutdown relay (6) is activated and in turn activates fuel shutoff solenoid (9) to cause the engine to
shutdown.

When the engine stops, crank terminate switch (2) will open the circuit across terminals DSS-10 and DSS-
11. This stops current flow to time delay relay (4). Now, the time delay relay timer is started and 70
seconds later, switch (5) will open the circuit at terminal TD-7. Current flow is then stopped through
shutdown relay (6) and fuel shutoff solenoid (9) will no longer be activated.

A reset button on the dual speed switch must be pushed to open the overspeed switch before the engine
will run.

NOTICE

To help prevent damage to the engine, find and correct the

problem that caused the engine to overspeed, before the engine
is started again.

Electronic Overspeed With Air Shutoff (With Time Delay

Relay)
WIRING DIAGRAM (Fuel Shutoff Solenoid Energized to Shutoff)
1. Magnetic pickup. 2. Crank terminate switch. 3. Dual speed switch. 4. Time delay relay. 5. Switch (N.O.). 6. Fuel shutdown relay.
7. Diode. 8. Air shutdown relay. 9. Fuel shutoff solenoid. 10. Air shutoff solenoid. 11. Starter motor. 12. Battery.
The air inlet shutoff system is used with the fuel shutoff system to give overspeed protection to the engine.
The air inlet shutoff system consists of diode (7), shutdown relay (8), solenoid (10) and a shutoff valve.
The location of the shutoff valve and shutoff solenoid is in the air inlet pipe to the engine. Engines with two
turbochargers have two shutoff valves and solenoids.

When an engine has an overspeed condition, the air shutoff shutdown relay (8) is activated by the same
signal from time delay relay (4) that activates fuel shutdown relay (6). See ELECTRONIC OVERSPEED
SHUTOFF SYSTEM for details of the system operation.
After an overspeed condition, a reset button on the dual speed switch must be pushed to open the
overspeed switch and the air inlet shutoff valves must be manually reset before the engine will run.

NOTICE

To help prevent damage to the engine, find and correct the

problem that caused the engine to overspeed, before the engine
is started again.

Diode (7) keeps the air shutoff solenoid circuit separate from the fuel shutoff solenoid circuit. This lets a
manual switch be connected to fuel shutdown relay (6) and does not activate air shutdown relay (8) when
the switch is closed to manually shutdown the engine.

Alarm Contactor System

WIRING DIAGRAM
 PPI
1. Oil pressure switch. 2. Water temperature contactor. 3. Source voltage. 4. Toggle switch (optional). 5. Alarm. 6. Signal lights.

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202 0005
If the oil pressure is too low or the water temperature is too high this system will activate alarm (5) and
signal lights (6).

20: 3 / 0 A 3B0
NOTICE
5 6 /06
3
SEN :10-
When the alarm and signal lights activate stop the engine

© 2 772 5:00 0
immediately. This will help prevent damage to the engine from

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heat or not enough lubrication. Find and correct the problem
that caused the alarm and signal lights to activate.

023 9
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Before the engine is started it will be necessary to override oil pressure switch (1) or the alarm will

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activate. This is done by either a manual override button on the (earlier) oil pressure switch or toggle

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switch (4). Oil pressure will return the manual override button to the run position. The toggle switch must
be manually closed when the engine has oil pressure.
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WIRING DIAGRAM
1. Oil pressure switch. 2. Water temperature contactor. 3. Source voltage. 4. Toggle switch (optional). 6. Signal lights (three). 7. Air
temperature contactor.
If the oil pressure is too low or the water temperature is too high this system will activate signal lights (6).

NOTICE

When the signal lights activate, stop the engine immediately.

This will prevent damage to the engine from heat or not enough
lubrication. Find and correct the problem that caused the signal
lights to activate.

Before the engine is started it will be necessary to override oil pressure switch (1) or the signal lights will
activate. This is done by either a manual override button on the (earlier) oil pressure switch or toggle
switch (4). Oil pressure will return the manual override button to the run position. The toggle switch must
be manually closed when the engine has oil pressure.

WIRING DIAGRAM
1. Oil pressure switch. 2. Water temperature contactor. 3. Source voltage. 4. Toggle switch (optional). 5. Alarm. 7. Air temperature
contactor.
If the oil pressure is too low or the water temperature is too high this system will activate alarm (5).

NOTICE

When the alarm activates, stop the engine immediately. This will
help prevent damage to the engine from heat or not enough
lubrication. Find and correct the problem that caused the alarm
to activate.

Before the engine is started it will be necessary to override oil pressure switch (1) or the alarm will
activate. This is done by either a manual override button on the (earlier) oil pressure switch or toggle
switch (4). Oil pressure will return the manual override button to the run position. The toggle switch must
be manually closed when the engine has oil pressure.

Water Temperature And Oil Pressure Shutoff System (With

Oil Pressure Delay Or Fuel Pressure Switch)

WIRING DIAGRAM
1. Oil pressure switch. 2. Water temperature contactor. 3. Oil pressure (time delay) or fuel pressure switch. 4. Rack solenoid. 5.
Diode assembly. 6. Starter. 7. Battery.
If the oil pressure is too low or the coolant temperature is too high this system will activate rack solenoid
(4). The solenoid is connected to the fuel rack by linkage. When it is activated it will move to shop the flow
of fuel to the engine. The engine will stop.

NOTICE

To help prevent damage to the engine, find and correct the

problem that caused the engine to shutdown before the engine
is started again.

Before the engine can be started it will be necessary to push the manual override button on (earlier) oil
pressure switch (1). Oil pressure will return the manual override button to the run position.

Diode assembly (5) is used to stop arcing, for protection of the system.

Oil pressure delay or fuel pressure switch (3) is used to prevent discharge of battery (7) through the
solenoid when the engine is stopped.

Electronic Overspeed Shutoff System (With Oil Pressure

Delay Or Fuel Pressure Switch)
WIRING DIAGRAM
1. Rack solenoid. 2. Oil pressure (time delay) or fuel pressure switch. 3. Dual speed switch. 4. Magnetic pickup. 5. Diode
assembly. 6. Starter. 7. Battery.
The engine speed is felt by magnetic pickup (4). As the teeth of the flywheel go through the magnetic lines
of force around the pickup, an AC voltage is made. Dual speed switch (3) measures engine speed from
the frequency of this AC voltage.

Rack solenoid (1) is connected to the fuel rack by linkage. When it is activated, it will move to stop the flow
of fuel to the engine.

If the engine speed increases above the overspeed setting (118% of rated speed) of the dual speed
switch, the overspeed switch [which is part of dual speed switch (3)] will close across terminals DSS-7 and
DSS-8. This completes the circuit to rack solenoid (1) through the now closed pressure switch (2) and
activates the solenoid to shutdown the engine.
 NOTICE

To help prevent damage to the engine, find and correct the

problem that caused the engine to overspeed, before the engine
is started again.

After an overspeed shutdown, a button on the dual speed switch must be pushed to open the overspeed
switch before the engine will run.

Diode assembly (5) is used to stop arcing, for protection of the system.

An oil pressure (time delay) or fuel pressure switch (2) is used to prevent discharge of battery (7) through
the solenoid when the engine is stopped. The dual speed switch can be connected to the battery
constantly because it uses less than 20 MA of current when the engine is stopped.

Electronic Overspeed With Air Shutoff (With Oil Pressure

Delay Or Fuel Pressure Switch)
WIRING DIAGRAM (WITH TWO AIR SHUTOFF SOLENOIDS)
1. Rack solenoid. 2. Oil pressure (time delay) or fuel pressure switch. 3. Dual speed switch. 4. Magnetic pickup. 5. Diode
assembly. 6. Diode. 7. Air shutoff solenoids. 8. Starter motor. 9. Battery.
This system gives overspeed protection. Air shutoff solenoids (7) control a valve assembly in the air inlet
pipe. When the solenoids are activated, the valve closes to shutoff air to the engine. When the engine has
an overspeed condition, the air shutoff solenoids are activated by the same signal from the overspeed
switch [part of dual speed switch (3)] that activates rack solenoid (1). See ELECTRONIC OVERSPEED
SHUTOFF SYSTEM for more detail of the system operation.

Diode assemblies (5) are used to stop arcing, for protection of the system.

Diode (6) keeps the air shutoff solenoid circuit separate from the rack solenoid circuit. For example, if a
manual switch was connected to the rack solenoid, the air shutoff solenoids would not activate when the
switch was closed.

After an overspeed condition, a reset button on the dual speed switch must be pushed to open the
overspeed switch and the air inlet shutoff valves must be manually reset before the engine will run.
Water Temperature, Oil Pressure And Electronic
Overspeed Shutoff System (With Oil Pressure Delay Or
Fuel Pressure Switch)

WIRING DIAGRAM
1. Oil pressure switch. 2. Oil pressure (time delay) or fuel pressure switch. 3. Water temperature contactor. 4. Dual speed switch.
5. Magnetic pickup. 6. Rack solenoid. 7. Diode assembly. 8. Starter motor. 9. Battery.
This system gives high water temperature, low oil pressure and overspeed protection to the engine.

Rack solenoid (6) is connected to the fuel rack by linkage. When it is activated it will move to stop the flow
of fuel to the engine. The rack solenoid can be activated by oil pressure switch (1), water temperature
contactor (3) or the overspeed switch that is part of dual speed switch (4).

If the oil pressure is too low or the coolant temperature is too high, oil pressure switch (1) or water

PPI
temperature contactor (3) will close to complete the circuit and activate rack solenoid (6).

NOTICE
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202 0005
3 /
20: 06/0 3B0A
To help prevent damage to the engine, find and correct the

5
problem that caused the engine to shutdown before the engine

SEN 3:10- 6
is started again.

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© 2 772 5:000
The engine speed is felt by magnetic pickup (5). As the teeth of the flywheel go through the magnetic lines

023 9
of force around the pickup, an AC voltage is made. Dual speed switch (4) measures engine speed from
the frequency of this AC voltage.

Cat
erp
If the engine speed increases above the overspeed setting (118% of rated speed) of the dual speed
switch, the overspeed switch [which is part of dual speed switch (4)] will close across terminals DSS-7 and

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DSS-8. This completes the circuit to rack solenoid (6) through pressure switch (2) and water temperature

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contactor (3) to activate the solenoid and shutdown the engine.

c.
NOTICE

To help prevent damage to the engine find and correct the

problem that caused the engine to overspeed, before the engine
is started again.

After an overspeed shutdown, a button on the dual speed switch must be pushed to open the overspeed
switch before the engine will run.

Diode assembly (7) is used to stop arcing, for protection of the system.

An oil pressure (time delay) or fuel pressure switch (2) is used to prevent discharge of battery (9) through
the solenoid when the engine is stopped. The dual speed switch can be connected to the battery
constantly because it uses less than 20 MA of current when the engine is stopped.

NOTE: On systems that use an earlier type oil pressure switch, it will be necessary to push the manual
override button before the engine can be started. Oil pressure will return the manual override button to the
run position.

Water Temperature, Oil Pressure And Electronic

Overspeed With Air Shutoff (With Oil Pressure Delay Or
Fuel Pressure Switch)

WIRING DIAGRAM
1. Oil pressure switch. 2. Oil pressure (time delay) or fuel pressure switch. 3. Water temperature contactor. 4. Dual speed switch.
5. Magnetic pickup. 6. Rack solenoid. 7. Diode assembly. 8. Diode. 9. Air shutoff solenoids. 10. Starter motor. 11. Battery.
This system gives high water temperature, low oil pressure and overspeed protection. The air inlet shutoff
system is used with the fuel shutoff system to give overspeed protection to the engine and is activated
only by an overspeed condition. The air inlet shutoff system consists of diode (8), solenoid (9) and a
shutoff valve. The location of the shutoff valve and shutoff solenoid is in the air inlet pipe to the engine.
Engines with two turbochargers have two shutoff valves and solenoids.

When an engine has an overspeed condition air shutoff solenoid (9) is activated by the same signal from
the overspeed switch [which is part of dual speed switch (4)] that activates rack solenoid (6).
See WATER TEMPERATURE, OIL PRESSURE AND ELECTRONIC OVERSPEED SHUTOFF SYSTEM
for more details of the systems operation.

After an overspeed condition, a reset button on the dual speed switch must be pushed to open the
overspeed switch and the air inlet shutoff valves must be manually reset before the engine will run.

NOTICE

To help prevent damage to the engine, find and correct the

problem that caused the engine to shutdown, before the engine
is started again.

Diode (8) keeps the air shutoff solenoid circuit separate from the fuel shutoff circuit. This lets a manual
shutdown switch be connected to rack solenoid (6) and does not activate air shutoff solenoid (9) when the
switch is closed to manually shutdown the engine.

NOTE: On systems that use an earlier type oil pressure switch, it will be necessary to push the manual
override button before the engine can be started. Oil pressure will return the manual override button to the
run position.

Mechanical Oil Pressure And Water Temperature

Shutoff

MECHANICAL OIL PRESSURE AND WATER TEMPERATURE SHUTOFF

1. Spring. 2. Oil pressure shutoff. 3. Oil supply line. 4. Thermostatic pilot valve. 5. Port. 6. Control lever. 7. Piston.
Control lever (6) is connected to the governor shutoff lever by a shaft. Through the governor linkage the
shutoff lever is connected to the fuel rack. Oil pressure shutoff (2) is installed on the governor with piston
(7) in contact with this shutoff lever.

Before the engine is started the control lever is used to push the shutoff lever against piston (7). The
shutoff lever moves the piston back and puts spring (1) in compression. With the shutoff lever in this
position the engine can be started.

When the engine starts, oil will flow through port (5) into the space between the piston and the housing.
When the oil pressure is high enough, it will hold the piston in position. As long as the engine has enough
oil pressure, the fuel rack can be controlled by the governor and the engine can be operated.

If engine oil pressure gets too low, the spring force moves piston (7) against the shutoff lever. The shutoff
lever moves the fuel rack to stop the fuel to the engine. The engine will stop.

Thermostatic pilot valve (4) is a control valve for the oil pressure shutoff.

When the engine coolant temperature becomes too high, thermostat assembly (10) causes stem (9) to
move ball (11) off of its seat. Oil at inlet port (8) will go through the valve and drain into the engine
crankcase. This will cause the oil pressure on piston (6) to decrease. The oil pressure shutoff will activate
and stop the engine through the shutoff linkage.

NOTICE

Find and correct the problem that caused the engine to stop.
This will help prevent damage to the engine from not enough
lubrication or too much heat.
THERMOSTATIC PILOT VALVE
8. Inlet port. 9. Stem. 10. Thermostat assembly. 11. Ball.

Shutoff And Alarm System Components

Oil Pressure Switch (Earlier)
Micro Switch Type
The oil pressure switch is used to give protection to the engine from damage because of low oil pressure.
When oil pressure lowers to the pressure specifications of the switch, the switch closes and activates the
rack shutoff solenoid.

On automatic start/stop installations, this switch closes to remove the starting system from the circuit
when the engine is running with normal oil pressure.

This switch for oil pressure can be connected in a warning system for indication of low oil pressure with a
light or horn.

As pressure of the oil in bellows (6) becomes higher, arm (4) is moved against the force of spring (3).
When projection (10) of arm (4) makes contact with arm (9), pressure in the bellows moves both arms.
This also moves button (8) of the micro switch to activate the micro switch.

OIL PRESSURE SWITCH (Micro Switch Type)

1. Locknut. 2. Adjustment screw. 3. Spring. 4. Arm. 5. Spring. 6. Bellows. 7. Latch plate. 8. Button for micro switch. 9. Arm. 10.
Projection of arm.
Some of these switches have a "Set For Start" button. When the button is pushed in, the micro switch is in
the START position. This is done because latch plate (7) holds arm (9) against button (8) of the micro
switch and the switch operates as if the oil pressure was normal. When the engine is started, pressure oil
flows into bellows (6). The bellows move arm (4) into contact with latch plate (7). The latch plate releases
the "Set For Start" button and spring (5) moves it to the RUN position. This puts the switch in a ready to
operate condition.

Pressure Switch
Pressure switches are are used for several purposes and are available with different specifications. They
are used in the oil system and in the fuel system. One use of the switch is to open the circuit between the
battery and the rack shutoff solenoid after the oil pressure is below the pressure specifications of the
switch. It also closes when the engine starts.

Another use of the switch is to close and activate the battery charging circuit when the pressure is above
the pressure specification of the switch. It also disconnects the circuit when the engine is stopped.

Switches of this type have three terminal connections. They are used to do two operations with one
switch. They open one circuit and close another with the single switch.

Shutoff Solenoid
A shutoff solenoid changes electrical input into mechanical output. It is used to move the fuel injection
pump rack to the off position. It can also be used to move a valve assembly in the air inlet pipe to a closed
position. This stops the engine.

The shutoff solenoid can be activated by any one of the many sources. The most usual are: water
temperature contactor, oil pressure switch, overspeed switch and remote manual control switch.

RACK SHUTOFF SOLENOID (Typical Illustration)

Water Temperature Contactor Switch

The contactor switch for water temperature is installed in the water manifold. No adjustment to the
temperature range of the contactor can be made. The elements feels the temperature of the coolant and
then operates the micro switch in the contact when the coolant temperature is too high, the element must
be in contact with the coolant to operate correctly. If the cause for the engine being too hot is because of
low coolant level or no coolant, the contactor switch will not operate.

The contactor switch is connected to the rack shutoff solenoid to stop the engine. The switch can also be
connected to an alarm system. When the temperature of the coolant lowers to the operating range, the
contactor switch opens automatically.
WATER TEMPERATURE CONTACTOR SWITCH

Circuit Breaker
The circuit breaker gives protection to an electrical circuit. Circuit breakers are rated as to how much
current they will permit to flow. If the current in a circuit gets too high it will cause heat in disc (3). Heat will
cause distortion of the disc and contacts (2) will open. No current will flow in the circuit.

CIRCUIT BREAKER SCHEMATIC

1. Disc in open position. 2. Contacts. 3. Disc. 4. Circuit terminals.

NOTICE

Find and correct the problem that caused the circuit breaker to
open. This will help prevent damage to the circuit components
from too much current.

An open circuit breaker will close (reset) automatically when it becomes cooler.

Electronic Speed Switch

 PPI
The electronic speed switch (dual speed switch) activates the shutoff solenoid when the engine speed

-
202 0005
gets approximately 18% higher than the rated full load speed of the engine. It also stops current flow to
the starter motor after the engine starts.

3 /
20: 06/0 3B0A
The electronic speed switch makes a comparison between the output frequency of the magnetic pickup
and the setting of the electronic speed switch. When they are equal, the normally open contacts in the

5
SEN 3:10- 6
electronic speed switch close. Lamp (2) will go on. The switch also has a failsafe circuit that will cause the
engine to shutdown if there is an open in the magnetic pickup circuit.

R
© 2 772 5:000
When the engine is stopped, it will be necessary to push reset button (1), before the engine can be
started.

023 9
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ELECTRONIC SPEED SWITCH
1. Reset button. 2. Lamp.

Power Take-Off Clutches

POWER TAKE-OFF CLUTCH (Typical Illustration)
1. Ring. 2. Driven discs. 3. Link assemblies. 4. Lever. 5. Key. 6. Collar assembly. 7. Nut. 8. Yoke assembly. 9. Hub. 10. Plates. 11.
Output shaft.
Power take-off clutches (PTO's) are used to send power from the engine to accessory components. For
example, a PTO can be used to drive an air compressor or a water pump.

The PTO is driven by a ring (1) that has spline teeth around the inside diameter. The ring can be
connected to the front or rear of the engine crankshaft by an adapter.

NOTE: On some PTO's located at the rear of the engine, ring (1) is a part of the flywheel.

The spline teeth on the ring engage with the spline teeth on the outside diameter of driven discs (2). When
lever (4) is moved to the ENGAGED position, yoke assembly (8) moves collar assembly (6) in the
direction of the engine. The collar assembly is connected to four link assemblies (3). The action of the link
assemblies will hold the faces of driven discs (2), drive plates (10) and hub (9) tight together. Friction
between these faces permits the flow of torque from ring (1), through driven discs (2), to plates (10) and
hub (9), Spline teeth on the inside diameter of the plates drive the hub. The hub is held in position on the
output shaft (11) by a taper, nut (7) and key (5).
NOTE: A PTO can have from one to three driven discs (2) with a respective number of plates.

When lever (4) is moved to the NOT ENGAGED position, yoke assembly (8) moves collar assembly (6) to
the left. The movement of the collar assembly will release link assemblies (3). With the link assemblies
released there will not be enough friction between the faces of the clutch assembly to permit a flow of
torque.

PPI-0005A3B0
2023/06/06
20:52:38-05:00
SENR77290001
© 2023 Caterpillar Inc.